Combustion products pressure generator



P. D. HUDSON 3,088,276

COMBUSTION PRODUCTS PRESSURE GENERATOR 6 Sheets-Sheet 1 May 7, 1963 Filed Aug. 31, 1959 96 97 88 lib 89 9O INVENTOR May 7, 1963 P. D. HUDSON COMBUSTION PRODUCTS PRESSURE GENERATOR 6 Sheets-Sheet 2 Filed Aug. 31, 1959 IIIIIIII- INVENTOR F|G-3 M -7 May 7, 1963 P. D. HUDSON 3,083,276

COMBUSTION PRODUCTS PRESSURE GENERATOR Filed Aug. 31, 1959 6 Sheets-Sheet 3 May 7, 1963 P. D. HUDSON 3,088,276

COMBUSTION PRODUCTS PRESSURE GENERATOR Filed Aug. 51, 1959 6 Sheets-Sheet 4 FIG May 7, 1963 P. D. HUDSON COMBUSTION PRODUCTS PRESSURE GENERATOR 6 Sheets-Sheet 5 Filed Aug. 31, 1959 FIG-7 1 O-F-(rH-I @OQW AABD B qr A 3 3 7 L 8 I I I I y 1963 P. D. HUDSON 3,088,276

COMBUSTION PRODUCTS PRESSURE GENERATOR Filed Aug. 51, 1959 6 Sheets-Sheet 6 FIG ll INVENTOR QMM FIG I O Iifidfijld Patented May 7, 1963 3,088,276 CGMBUSTION rnonucrs PRESSURE GENERATOR Perry David Hudson, 641 Omaha Drive, Corpus (Ihristi, Tex. Filed Aug. 31, 1959, Ser. No. 836,964 7 Claims. (Cl. 60-39.6)

This invention relates to the production of gases under pressure by the method of burning or exploding a rapid burning explosive mixture of air or oxygen and combustible fuels within a closed pressure vessel under controlled conditions whereby a great economy of fuel is achieved in ratio to power developed. Any suitable combustible fuel may be used, such as gas, liquid fuel, or a powdery fuel. This method of burning fuels is hereinafter called the Hudson cycle.

It is the object of this invention to provide the proper conditions for the most efficient burning of the fuel used and the most efiicient use of the resulting heat and force of the exploding fuel. Also, to provide a light weight, compact, and efficient apparatus for accomplishing the desired results. This apparatus is hereinafter called the pressure generator.

A further object of this invention is to make the pressure generator and its use of the Hudson cycle a safe dependable source of power with a long life to the equipment, even with the high pressure and temperatures involved.

This invention is very versatile as it is applicable to engines used in automobiles, trucks, tractors, aircraft, marine and industrial power plants. In fact it is ap plicable any place internal combustion engines such as jet aircraft, steam gas or air turbines are now used. This pressure generator can be used to an advantage in saving weight, bulk, cost, and a great saving in fuel used per power unit delivered.

Heretofore the most common used type of apparatuses used to generate pressure and power by the direct use of combustible fuels are the steam boiler and its prime movers, also the internal combustion engines. None of these are very efficient in the use of their fuel. In case of the steam boiler it is very heavy, massive and expensive.

A further object of the invention is to provide a suitable economical engine for use in automobiles, trucks, tractors, and the like, which will provide a volume of gases under pressure which will drive the wheels through piston or turbine engines directly connected to the drive wheels, thereby eliminating the conventional clutch, transmission, drive shaft, rear axle reduction gearing and differential. This will reduce the cost of the vehicle and the cost of operation and repairs.

A further object of the invention is to provide a power plant suitable for large size marine and industrial uses which would be lighter in weight, more compact, less costly, and more economical to operate.

A further object of the invention is to provide a jet aircraft engine with much more power per pound of engine weight. Also, with much greater fuel economy per pound thrust than those presently used. It will burn heavy fuels.

A further object of the invention is to provide a turbo jet propeller type aircraft engine with much more power per pound of engine weight. Also, it will have much more fuel economy per horsepower developed than those presently used. It will burn heavy fuel.

A further object of the invention is to provide a more economical piston type, aircraft engine which will burn heavy fuels with great economy, thereby reducing the fire hazards.

A further object of the invention is to provide a pressure generator which has a fuel injection system allowing the generator to be started on a light fuel, such as gasoline, and will automatically switch to a heavier fuel when the proper temperature is reached in the combustion chamber for thorough vaporization of heavy fuel. Also provided, is a method of automatically injecting a small quantity of water, or other quench, into the combustion chamber at the proper time to keep the temperature of the valves and inner walls of the combustion chamber at the desired operating temperature for the fuel being burned. It also provides an increase in volume due to the steam generated. It has a means of automatically controlling the amount of quench injected to maintain the desired temperature inside said combustion chamber, thus utilizing all the rejected heat usually wasted in present internal combustion and jet aircraft engines. It provides a means of controlling the temperature of the discharged gases to prevent the burning up of turbine blades, duct work, etc. This means of controlling the temperature within the combustion chamber and the means of controlling the temperature of the out going gases permits the use of much less compressed air in ratio to the volume of fuel burned. This greatly increases the all over efiiciency of the power unit.

A further object of the invention is to provide a pressure generator which can be started and put into full operation quickly and easily with the minimum of equip ment. This would be a great advantage in jet and turbojet aircraft engines which now require considerable outside auxiliary equipment to start them.

A further object of the invention is to provide a pressure generator which makes full use of the heat of compression on the charge air to the combustion chamber and makes full use of the heat of compression by explosion in the combustion chamber. It uses the heat of the exploded charge of gas and the heat transmitted to the Wall valves, etc., by said exploded charge in the combustion chamber by injection of a mist of water at the proper time. This adds super heated steam to the gases discharged and a means of temperature control within the combustion chamber.

A further object of the invention is to provide a pressure generator which can be operated at a full load charge on light loads through to full loads. This maintains near perfect combustion conditions as to temperatures, pressure, etc, with great fuel economy. This is accomplished by changing the number of cycles per minute in ration to the load the pressure generator is operated at rather than a lighter or heavier fuel charge per cycle in ratio to the load. This is an advantage where the load varies widely.

FIGURE 1 is a diagrammatic plan view partly in section for greater clarity of a multiple installation of pressure generators in a turbojet propeller type aircraft engine having an axial compressor for the low stage compressor and a radial piston type compressor for the high stage compressor.

FIGURE 2 is a diagrammatic view in elevation section on lines 2-4 of FIGURE -1 and an end view of the multiple installation of pressure generators.

FIGURE 3 shows one form of pressure generator in elevation and section on lines 11 of FIGURE 11 showing the intake and low pressure discharge valves.

FIGURE 4 shows the same pressure generator as FIGURE 3 in elevation and section on line 2-2 of FIGURE 11 showing the combination high pressure relief and discharge valve, and the emergency rupture disc installation a safety feature. 7

FIGURE 5 shows a diagrammatic view of a large industrial power plant. On the left is an axial turbo compressor direct driven by a low pressure gas turbine. compressor charges three large pressure generators with air. The low pressure discharge of gases from the pressure generators supplies the low pressure turbine, driving the compressor and any excess pressure into the low pressure section of the high pressure turbine on the right. The high pressure discharge gases from the pressure gener-ator goes to drive the high pressure turbine which drives an electric generator.

FIGURE 6 shows one of the fuel, and or, water injection pumps in section and it shows the variable amount mechanism.

FIGURE 6A is a cross section of water injection 48 showing the two water injectors 48A and 4813.

FIGURE 7 shows a diagrammatic view in elevation of the fuel and water injection pumps. Also, the automatic light fuel to heavy fuel switch mechanism. Number 48 is water, 49 is heavy fuel, 54} is light fuel.

FIGURE 7A shows an end view of water injector cams A and B. The heavy fuel and light fuel injector cams are represented by C and D, respectively, and E designates the ignition breaker point cam.

FIGURE 8 is a diagrammatic view of a jet aircraft engine using multiple pressure generators in place of the conventional type burners using a single stage compressor of the axial turbo type.

FIGURE 9 is a diagrammatic view of a jet aircraft engine using multiple pressure generators in place of the conventional burners, having two stage compression on the air, the low stage being a axial turbo type and the high stage being a radial piston type compressor with eccentric in place of a crankshaft so the turbine shaft can pass through to drive the turbo compressor. The piston compressor is driven at a slower speed by reduction gear.

FIGURE 10 is an end view of a V type piston engine using one or more pressure generators as its source of power. The left hand bank of cylinders serving as compressors and the right hand as a piston engine driven by pressure from the low pressure discharge of the pressure generators, therefore, the right hand bank serves as power to drive the compressors while the high pressure discharge gases are used for driving other turbines or engines. This is designed for use in automobiles, trucks, tractors, etc., where the high pressure discharge will drive piston engines or turbines directly connected to the driving wheels.

FIGURE 11 shows a top View of the pressure generator shown in FIGURES 3 and 4 which show the location of intake and discharge valves, high pressure discharge valve, the rupture disc location,fland spark plugs.

Referring to FIGURE 3 this shows a pressure generator in section on line 11 FIGURE 11 an elevation view 1 this is a very strong pressure vessel with removable head 2 containing intake valve 4 and low pressure discharge valve 5, these two valves are actuated by camshaft 6 and held closed by springs 7 and 8 as there is pressure in intake passage 12 when operating and in discharge passage 13. Each valve has a pressure equalizer piston 9 and 10 to equalize the pressure exerted on the valves by the pressure in the passageways. Any leakage by the pistons goes out the vents 1'1--11. Body of pressure vessel 1 and head 2 both have machined grooves to fit conventional metal ring type gasket '14. Head and body are held together by large capscrews 15. 'Numbers 16 and 17 are fuel injection mixing chambers. Each is a tube open at one end to receive fresh air'on the charge cycle and this open end is fitted with a swinging check valve 18 and 19 which'is normally held open by gravity against the stops shown. Fuel is injected through tubing connections 16 and 17 through spray nozzle 20 and hits the very hot sides of tubes 16 and 17 and explodes. The sudden blast closes check valves 18 and 19 which forces the fuel and gases out through opening 21 creating great turbulence in said combustion chamber and thoroughly mixing the fuel and air which makes the chargeburn evenly. When the ex- The.

haust and charge cycles come, the fresh air coming in sweeps the exhaust fumes out and charges with fresh air. Number 22 is the insulation to keep the heat away from the shell of the pressure vessel. Number 23 is the heat resistant metal liner, in large sizes this may be ceramic, which serves two purposes, it protects the insulationfrom the force of the explosion and it is anchored to the shell by stud bolt 24. It is free to expand upward and actuates control rods 25 and 26 which extend through the head and through packing glands 27 and 28 FIGURES 11 and 7. Control rod 25 controls the amount of Water injected, none when cold, and the right amount when hot to cool the liner 23 to the desired temperature. It controls the amount of water injected on the alternate steam cycle. Control rod 26 controls the automatic fuel switching mechanism shown in FIGURE 7. The dividing wall 29 is to make the incoming fresh air follow the arrows and sweep the combustion chamber clear of burnt gases. double purpose spray nozzle 30 is used for fuel and water injections.

Referring to FIGURE 4 which shows a view of the same pressure generator as FIGURE 3 in section and elevation on line 22 FIGURE 11. The high pressure discharge valve 31 also serves as a high pressure relief valve in emergency. This valve opens when the pressure in the combustion chamber is great enough to force the valve open against the spring pressure of spring 33 and the piston 34 is secured to valve 32 and travels with it. When valve 32 opens the pressure from the combustion chamber forces it up to the dotted line opening holes 35 this allows the high pressure gases to pass out opening 36 to useful work. The area of piston 34 being much greater than the area of the head of valve 32 then valve 32 will be held open until the pressure in the combustion chamber is reduced to a predetermined pressure before spring 33 overcomes the pressure under piston 34 and closes valve 32. This high pressure discharge valve gives a definite range of pressure in the high pressure discharge. Valve 31 is a cage type valve installed through the water jacket of head 2 and sealed to the main plate of head 2 by metal ring gasket 36 and is clamped by capscrews 37. Outlet nipple 39 screws into the cage valve 31 and is sealed to the water jacket packing gland 40. The emergency rupture disc 41 is strong enough to stand all the pressure that can be safely carried on the pressure vessel. The light rupture disc 42 holds the cooling water against the main rupture disc so that the heat will not weaken the main disc. The main rupture disc may be protected with insulation and a light metal cover on the combustion chamber side which is designed to blow with the rupture disc in case the disc should rupture. The main plate head 2 is grooved to fit the curve of the rupture disc 43. Spacer sleeve 44 is machined to fit the groove with the rupture disc in place so the two clamped together by capscrews 45 make a pressure tight joint. The upper end of sleeve 44 is grooved to fit the top rupture disc and top retainer ring 46 is machined to fit the groove with the disc in place so when clamped with capscrews 40 a water tight joint is made. Sleeve 44 has cooling water circulating openings 47. Should occasion arise that high pressure discharge valve Would fail to relieve the pressure quick enough and the pressure built up to a dangerous point then rupture discs 41 and 42 will rupture and relieve the pressure before the pressure vessel would rupture.

FIGURE 5 showsa diagrammatic view of a large industrial power plant using pressure generators. Axial turbo compressor 51 is directly driven by gas turbine 52. The air compressed goes to the pressure generators through the intake manifold 53 into the three large pressure generators 54, 55, and 56 through intake valves 57, 58 and 59. The low pressure gases are discharged from the pressure generators into low pressure manifold 69 by low pressure discharge valves 61, 62, and 63. High pressure gases are discharged from the pressure generators through high pressure discharge valves 66, 67 and 68;

into high pressure manifold 65 and into high pressure gas receiver 69. The high pressure gases controlled by valve throttle 70 drive gas turbine 71 which drives electric generator 72 and high pressure gases to other equipment which can be supplied from high pressure main line extension by opening block valve 73. Valve camshaft 7-?- serves all three pressure generators, opening and closing the intake and discharge valves and operating the fuel injection mechanism. Camshaft 74 is driven by variable speed motor 75 which is controlled by throttle valve 76 which is controlled by the pressure in manifold 65 by reference line 77 and the pressure generators are cycled fast enough to hold a predetermined pressure in high pressure manifold 65. The low pressure gases pass through low pressure manifold 60 and drive low pressure gas turbine 52 and is controlled by throttle 7 8. This valve is controlled by the pressure in the intake manifold 53 and turbine 52 drives the axial compressor 51 up to its maximum capacity to maintain the predetermined pressure in the intake manifold 53. Any excess pressure in low pressure manifold 60 is released by pressure control regulator valve 79 into power house manifold 30 which is connected to the low stage of turbine 71 by throttle 81 and to low pressure main line extension by block valve 82. Combustion gas receiver 69 floats on the high pressure line to maintain an even pressure and flow and to cushion the pulsation of the generators discharge. Air receiver 64 floats on the intake manifold to maintain an even pressure and flow except when the plant is shutting down, then block valve 83 is closed to retain receiver 64 full at top pressure to be used in starting up the next time. To start the plant up again block valve 83 on line to the receiver is opened pressuring manifold 53 against check valve 86. Then air supply by-pass valve 84 to variable speed motor 75 is closed and auxiliary air supply valve 85 is opened, starting the pressure generator valves cycling. As soon as pressure generators are operating smoothly and turbo compressor is up to speed then valve 84- can be opened and valve 85 closed taking the plant off of manual control and putting it on aut matic control.

Referring to FIGURE 6 which is a cross section of one pump of water injector 48, and this construction is the same as the fuel injectors 49 and 50, and these injectors are conventional type high pressure injector pumps, such as shown, and commonly used on diesel engines. The liquid tight housing 103 of the injector in which a level of liquid is maintained, as shown, which injector pump body 103A is located. Piston 103B slides into bypass sleeve 104A which fits so that it can be rotated in pump body 103A. Spring 103C returns piston 10313 to position 1 when the piston has been pushed to position 2 by cam 48A, bypass sleeve 104A is rotated by pinion 104 which is actuated by rack 105 which is connected to and actuated by control rod 106. The bypass groove 107 goes around the inside of pump cylinder 103A and connects with bypass discharge nozzle 107A. The bypass groove 107 matches spiral bypass slot 1043 when piston 103B moves to position 2. The liquid below the piston is injected into the pressure generator combustion chamber by injection tubing 109, FIGURES 6 and 7, and inner spray nozzle 30 in FIGURES 3, 4- and 7, down to the point that bypass hole 103D into piston 10313 matches with bypass slot 10413 which allows the fluid below the piston to escape through bypass hole 103D, slot 10413, and groove 107 to outlet 107A, and the rotation of sleeve 104A regulates, thus, by adjusting nuts 110 the proper amount of water is atomized into the combustion chamber by the injector to maintain the desired temperature in the combustion chamber, protective liner 23, divider wall 29, valves, etc.

Referring to FIGURE 6A which shows a cross section plan view of the two water injector pumps mounted in one reservoir. Water top shot injector 48A, alternate steam cycle injector 48B, piston 103B, pinion 104 to rotate the bypass sleeve 104A. The rack which engages pinion 104 is 105 which is actuated by rod 106, lever 102, rod 25 which is actuated by expansion of protective liner 23 in accordance with :the heat inside pressure generator combustion chamber. Water injector 48B in the same reservoir as 48A which injects the water for the alternate steam cycle. The amount of water injected in each cycle is controlled by the expansion of the thermostatic protective liner 23 by control rod 25, lever 102 and in accordance with the temperature inside the pressure generator. The mechanism of adjusting the length of injector control rods 106 and 131 in relation to control lever 102 follows. Rod 106 has collar 1 secured to it by a pin. Spring H rests against collar 1 retainer and G is rotatable fitted on rod 106 and has trunnion which is rotatable fit through lever 102 and is prevented from coming out by collar I which is pinned to trunnion G. Collar F is fitted to slide on rod 106. Wing nut 110 is threaded on rod 106 and to decrease the amount of water injected nut 110 is tightened, compressing spring H and rotating injector sleeve 104A counter clockwise. To increase the amount of water injected, nut 110 is loosened, thus, permitting spring H to expand and rotating sleeve 104A clockwise to make slot 104B match bypass hole 103D later in the stroke of piston 103B, thus, injecting more water before it is bypassed through hole 103D, slot 1043, and groove 107.

The means of alternating two fuel cycles with one steam cycle is a means of salvaging the rejected heat inside the combustion chamber retained in the protective liner, divider wall valves, etc. FIGURE 7A shows the cams for the fuel pumps designed to fit camshaft 113 and run at a speed of one revolution to three cycles of the pressure generator. The cam A is for the Water injector pump 43A for the steam cycle, cam B for the top shot water injector pump 48B on the two fuel cycles, and cam C for the heavy fuel injection on the two fuel cycles. Cam D is for the light starting fuel, it will be noted that this cam has three lobes, hence it will inject fuel on each cycle until the pressure generator has reached the predetermined temperature to handle the heavy fuel with the water top shot and the steam cycle. The cam E is for the electric spark plug ignition breaker points that are made to break two sets of points simultaneously to give sparks to two spark plugs to each pressure generator.

To explain the operating cycle of the pressure generator from a cold start refer to FIGURE 1 which shows a turbo prop aircraft engine. The axial turbo compressor 87 discharges into the section of radial piston type compressor 88 which charges the multiple pressure generator 89 FIGURES 1 and 2. These pressure generators discharge directly into gas turbine 90 individually through high pressure nozzles 91 into the high stage of the turbine and the low stage nozzle 92 into the low stage of the turbine. The exhaust from the high stage of the turbine is discharged through low stage nozzle 93 into the low stage of the turbine and the exhaust from the low stage goes out through stacks 94. This arrangement of discharging direct into the turbine wheel it makes full use of the explosive velocity of the hot gases from the pressure generators, from the highest pressures to the lowest. Main shaft 05 is carried in journals 96 and carries the turbine wheels and drives the propeller and the radial compressor direct, using eccentric instead of a crankshaft, so the main shaft 95 can pass through the radial compressor. The tur bo compressor is driven by a gear train 77 at a much higher speed.

The intake air enters the suction or left hand end of the turbo compressor at atmospheric pressure, going into second stage compressor at, say, 50 p.s.i. and 400 degrees F. and second stage compressor compresses air to 500 p.s.i. and 1000 degrees F. At the start of the cycle both the intake and discharge valves 9 and 10 are open. This air pressure enters pressure generator combustion chamber through valve 9 FIGURE 3 and follows arrows down 7 around bafiile 29 and up out low pressure discharge valve 10, sweeping the combustion chamber clear of burnt gases. This air and burnt gases go into the turbine nozzle at approximately 500 p.s.i. After a period deemed sufficient to displace the entire cubic contents of the combustion chamber, valve 10 closes which will allow time for the combustion chamber to come to full pressure then valve 9 closes. Gasoline injector pump 50 injects the proper amount of gasoline into the combustion chamber through the outer part of the injection spray nozzle 30; FIGURES 1 and 11, atomizing the charge'well. Spark plugs 99, FIGURE 1, fires the charge and the pressure within the combustion chamber jumps the accepted 4.5 to 5 to one to approximately 2500 p.s.i., possibly higher due to the heat of compression by explosion. High pressure discharge valve 32 is designed and set to release at approximately 2400 p.s.i., it opens and the hot gases are discharged through high pressure discharge nozzle and directly into the turbine wheel. The area of piston 34 of high pressure discharge valve 32 is such that approximately 700 p.s.i. will hold it open against spring 33 and when that point is reached high pressure discharge valve 32 closes, shortly thereafter low pressure discharge valve 10 opens releasing the pressure in combustion chamber down to 475 p.s.i. (in this installation the pressure would go down to whatever the pressure is in low pressure side of turbine) then the intake valve opens and the 500 p.s.i. fresh charge air sweeps the burnt gases out through the low pressure discharge nozzle into the turbine and fills the combustion chamber with fresh air, ready to fire again.

After a short period of operation the temperature of the heat resistant liner 23 FIGURES 3 and 4 builds up to 1000 to 1200 degrees F. When the liner is anchored by clamp and bolt 24 the expansion is up acting against control rods 25 and 26 FIGURES 3 and 7, shown as packing boxes 27 and 28 in FIGURES 7 and 11, forcing these control rods up actuating control levers 100 and 101 FIGURE 7. The movement up of control lever 100 is multiplied by long lever 102 and this moves rod 106 FIGURES 6 and 7 to the left from P01 to P02 which bustion chamber 'of liner 23. Once the nuts 110 are adjusted to the desired temperature in the combustion chamber, the expansion and contraction of liner 23 FIGURE 3 in the combustion chamber in response to the change in temperature through rod 25 acting on levers 100 and 102 and rod 131, causes the described injector pump 48A to automatically measure and inject the correct amount of water into the combustion chamber to maintain the desired temperature. The proper time in the cycle to inject the water will be determined by tests in operation and for the purpose of controlling the temperature of the discharge gases, I would think, the proper time would be just after the fuel charge had completed its burning. For the purpose of cooling the interior of the combustion chamber, the liner, and salvaging the rejected heat, I think alternate cycles of fuel and water injections, possibly three fuel cycles then one water steam cycle, or two fuel cycles and one water steam cycle,'tests would determine the time. As liner 23 gets hot and expands it pushes control rod 26 up acting on lever 101 multiplied by long lever 111 snapping toggle mechanism into position 2, shown by solid lines, and this engages jaw clutch v112 to camshaft 113 putting water injector 48 and heavy fuel injector 49 into operation and taking gasoline injector 50 out of operation.

The injection of water into the combustion chamber to make more heat and power is accomplished thus, at the point in the cycle when the explosion has occurred and the gases are at, or,.near their peak pressure and temperature a small charge of water (top shot I will call it for purpose of identification) is sprayed into the hot gases which explodes into steam, expanding enormously (1600 to one by volume at atmosphere 62 to one at 450 p.s.i.) thus compressing the gases further making more heat and pressure from the heat of compression, this also serves to control the temperature of the released gases. The injection of water into the combustion chamber on alternate cycles with the fuel cycle salvages the rejected heat in the liner, divider wall valves, etc., in the combustion chamber.

When pressure generators are shut down and cools oif, liner 23 contracts, snapping toggle mechanism into position 1 which engages jaw clutch 112 on to gasoline injector 50 for starting and Warming up purposes only. It also disengages the heavy fuel and water injectors, thus the temperature of the interior of the combustion chamber and of the discharge gases are positively and accurately controlled, besides saving the rejected heat and increasing the volume of gases discharged there is a saving in fuel in ratio to the amount of power produced. The positive heat controlled in the combustion chamber, the allowing time for complete combustion and thorough mixing of the fuel and air by mixers 16 and '17 all contribute to the economy of fuel in ratio to power produced. All heavy fuel is injected through mixing chambers 16 and 17 FIGURE 3. These mixing chambers operate to cause great turbulence in the combustion chamber, thoroughly mixing the fuel and air, thus you have the old rules for thorough combustion complied with, enough air to burn all the fuel, enough temperature to crack bunker C fuel oil, and to burn all the gases liberated, giving enough mixing and time for thorough combustion.

Referring to FIGURES 1 and 2 showing the arrangement of the pressure generators in a radial position in reference to the driven turbine, this permits discharge pipes of minimum length directly into the turbine nozzles giving maximum use of the full explosive force and velocity of the discharge gases. This arrangement should give the highest efiiciency of any arrangement of aircraft, marine or ground use.

7 Referring to FIGURE 8, which is a diagrammatic plan view, of a jet aircraft engine using an axial turbo compressor to compress air for multiple pressure generators 115 shown in FIGURE 2 are the'high pressure discharge pipes 116 which discharge direct into reaction nozzle 116A. While the low pressure discharge gases go through low pressure turbine 17 to drive the turbo compressor, this arrangement with one stage of compression will raise the jet tail pipe pressure four to five times over the conventional jet engine tail pipe pressure, using the same amount of fuel.

Referring to FIGURE 9 showing a diagrammatic view of a jet aircraft engine using an axial turbo compressor 118 as the low stage compressor and a radial piston type for the high stage compressor 118 to supply multiple pressure generators 120 FIGURE 9 and generator 89 in FIGURE 2. With air at around 500 p.s.i., which will give the pressure generators around 2500 p.s.i. at peak firing pressure on high pressure discharge 121 which discharge direct into reaction nozzle 121A with a low pressure discharge pressure of 500 to 700 p.s.i. into the low pressure gas turbine 122, that should give you a mean efiective average discharge pressure of about 1000 p.s.i. which is around twenty times the tail pipe pressure of the conventional jet aircraft engine. This is on the same amount of fuel the conventional aircraft engine uses.

Referring to FIGURE 10 which shows a conventional VVtype 2, 4, 6, 8, or 12 cylinder engine converted to a pressure generator engine, the left hand bank of cylinders 123 serve as the compressor, the pressure generator 124 is single or in multiple as needed. The right hand bank of cylinders serves as an air engine driven by the low 9 pressure discharge of gases fiom the pressure generator while the high pressure discharge gases does other useful work, such as driving the wheels of automobiles, trucks, tractors, etc., by direct connected piston engines or turbines. This engine can be built in small to quite large sizes. Its pistons are two cycle, that is, to do productive work on each revolution. It can be built with cylinders set radial for aircraft, etc. It should show a great deal better thermal efiiciency than conventional gasoline or diesel engines. Also, can be built to burn heavy fuels.

Referring to FIGURE 11 this is a plan view of the pressure generator shown in FIGURES 3, 4, and 7. Rupture disc 42, water, heavy fuel and light starting fuel injectors 48, 49 and 59, thermostatic control rod 25 extending through the head from liner 23 and actuate the control rods 131 and 106 to the water injectors. The thermostatic control rod 26 actuates the automatic fuel switching mechanism shown in FIGURE 7 the top of high pressure discharge and relief valve 31, shown in FIGURE 4, the low pressure discharge 10, and inlet valve 9 and discharge valve 10; shown in FIGURE 3. The electric spark plugs 98 and 99 are for igniting the fuel when making a cold start.

The starting of any of these pressure generators into operation is accomplished in much the same manner as described in starting the large industrial power unit as shown in FIGURE 5. A source of compressed air of any pressure from 100 psi. up is connected into the intake manifold with a check valve on the upstream side next to the compressor. This gives an auxiliary means of cycling the pressure generators; supplying the combustion air and power to rotate the cam shaft which cycles the valves, injection pumps and ignition means to start the pressure generators firing. Referring to FIGURE 1, air connected to starting air connection 126 would circulate through the circular manifold, not shown, and start all six pressure generators.

The possible applications of the described pressure generators are very versatile. Engines using pressure generators can be built in many types and sizes, using the type of compressor suitable for the use the engine is designed for. They can be built for a charge pressure of pressures from 50 p.s.i. up, theoretically the higher the charge pressure the greater efficiency. The pressures and temperatures used can be suited to the use of the engine and the fuel used and conditions operated under.

With the foregoing, and other objects in view, the invention resides in the novel arrangement and combination of parts and in details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed may be made within scope of what is claimed without departing from the spirit of the invention. Therefore, the invention is not limited by what is shown in the drawings and described in the specification but only as indicated by the appended claims.

What I claim and desire to secure by Letters Patent of the United States of America is:

1. A multiple stage gas turbine, consisting of a casing, a drive shaft in said casing; suitably supported in bearings to rotate therein; two or more turbine rotors mounted on said shaft; a plurality of combustion products pressure generators positioned annularly adjacent said turbine casing; said combustion products pressure generators hereinafter called pressure generators; said pressure generators having an intermittent explosion cycle; consisting of a constant volume combustion chamber; which is a pressure vessel; each pressure generator having a charge port connected to a source of air supply under pressure; to supply combustion air to each of said pressure generators; each pressure generator having a low pressure discharge port and a high pressure discharge port facing said gas turbine; an ignition means and a means of injecting and atomizing a charge of fuel into each of said pressure generators; said fuel injectors connected to a source of fuel supply under pressure; said gas turbine having a high pressure turbine rotor nozzle port positioned adjacent to and in line with each high pressure discharge port in each pressure generator; suitable conduits connecting each pressure generator high pressure discharge port to each high pressure turbine rotor nozzle; said gas turbine having a low pressure turbine rotor nozzle port positioned adjacent to and facing in line with each low pressure discharge port in said pressure generators; suitable conduits connecting each pressure generator low pressure discharge port to each low pressure turbine rotor nozzle; for the delivery of the hot gases of combustion to said turbine rotors; each pressure generator has a mechanically actuated low pressure discharge valve for controlling low pressure gases of combustion and scavenging air through said low pressure conduits to said low pressure turbine rotors; each pressure generator has a mechanically actuated valve controlling each charge port to supply combustion air to said combustion chamber in each pressure generator; the high pressure discharge valve in each pressure generator controlling each high pressure discharge port are pressure reducing valves; pressure actuated moveable to open position by pressure attendant upon combustion in said combustion chamber; a mechanically actuated fuel supply injection valve in each of said fuel supply connections, ignition plugs in each of said combustion chambers; said fuel injection valves actuated in timed sequence with said combustion air supply valves, said low pressure discharge valves and ignition means so as to deliver to said gas turbine a substantially steady stream of hot combustion gases in the volume required; actuation of said combustion air supply valves, low pressure discharge valves fuel injector valves fuel supply injector valves, ignition and timing means; to be driven at a speed in variable ratio to said rotor shaft; said variable speed changing means to be controlled by automatic means, thereby governing the speed of said gas turbine accurately; means to start, stop and control said gas turbine.

2. In combination, a gas turbine driven propellor type aircraft engine consisting of a drive shaft; and air compressor mounted on one end of said drive shaft; the discharge end of said air compressor toward the center of said drive shaft; a multiple stage gas turbine mounted on the opposite end of said drive shaft with high and low pressure turbine nozzle ports facing said air compressor; a plurality of combustion products pressure generators positioned annularly adjacent said air compressor; said combustion products pressure generators hereinafter called pressure generators; said pressure generators having an intermittent explosion cycle; consisting of a constant volume combustion chamber which is a pressure vessel; each pressure generator having a charge port facing said air compressor; a low pressure discharge port and a high pressure discharge port facing said gas turbine; a means of injecting and atomizing a charge of fuel into each of said pressure generators combustion chambers; said fuel injectors connected to a source of fuel supply under pressure; said charge ports of each of said pressure generators connected to said air compressor discharge by a common annular; tubular manifold for supplying each of said pressure generators combustion chambers with combustion air; said gas turbine having a high pressure turbine rotor nozzle port positioned adjacent to and facing in line with each high pressure discharge port on each of said pressure generators; suitable conduits connecting each pressure generator high pressure discharge port to each high pressure turbine rotor nozzle; said gas turbine having a low pressure turbine rotor nozzle port positioned adjacent to and facing in line with each low pressure discharge port on said pressure gen.- erators; suitable conduits connecting each pressure generator low pressure discharge port to each low pressure turbine rotor nozzle for the delivery of the hot gases of combustion to said turbine rotors; the high pressure dis charge valves in each pressure generator controlling each high pressure discharge port are pressure reducing valves; pressure actuated; moveable to open position by pressure attendant upon combustion within said combustion chamber; an electrical means for firing the ignition plugs in each of said plurality of pressure generators; a mechanical means for actuating said fuel injectors; charge valves and low pressure discharge valves controlling said charge and low pressure discharge ports in each of said pressure generators; said mechanical valve actuating and fuel injection actuating means and electrical ignition actuating means to operate in timed sequence so as to deliver to said gas turbine a substantially steady stream of hot gases of combustion in the volume required, a means to start, stop and control the speed of said gas turbine. V

3. In combination a turbojet air craft engine, consisting of a drive shaft, said drive shaft suitably supported in bearings to rotate therein; an air compressor mounted on one end of said shaft; discharge ports facing toward the center of said'shaft, a plurality of combustion products pressure generators positioned annularly; adjacent said air compressor; said combustion products pressure generators hereinafter called pressure generators; said pressure generators having an intermittent explosion cycle; consisting of a constant volume combustion chamher which is a pressure vessel; each pressure generator having a charge port connected to said air compressor discharge ports by a common annular; tubular manifold to supply combustion air to each pressure generator combustion chamber; a gas turbine mounted on the opposite end of said drive shaft; adjacent said pressure generators, said gas turbine having a turbine rotor nozzle port posi tioned facing and in line with each low pressure generator discharge port on said pressure generators; suitable conduits connecting each pressure generator low pressure discharge port to each low pressure turbine rotor nozzle port; each high pressure discharge port of said pressure generators connected by suitable conduits; direct into the jet reaction nozzle, a means of injecting and atomizing a charge of fuel into each of said pressure generator combustion chambers; said fuel injectors connected to a source of fuel supply under pressure; the high pressure discharge valves in each pressure generator controlling each high pressure discharge port; are pressure reducing valves; pressure actuated; movable to open position by pressure attendant upon combustion within said combustion chamber; a mechanical means for actuating said fuel injectors; charge valves and low pressure discharge valves controlling said charge and low pressure discharge ports in each of said pressure generators; an electrical means for firing the ignition plugs in each of said plurality of pressure generators; said mechanical valve actuating and fuel injection actuating means and electrical ignition actuating means; to operate in timed sequence soas to deliver to said gas turbine a substantially steady stream of hot gases of combustion in the volume required; a means to start, stop, and control said gas turbine.

4. A two stage combustion products pressure generator, having an intermittent explosion cycle; consisting of a constant volume combustion chamber which is a pressure vessel; having an insulating lining inside the outer shell 7 of said combustion chamber; a heat resistant lining inside said insulating lining of said combustion chamber; a charge port connected to a source of air under pressure to supply combustion air to said combustion chamber; a low pressure discharge port connected to a low pressure discharge line; a means to actuate valves controlling said charge and low pressure discharge ports in timed sequence with fuel injection and ignition; a high pressure discharge port connected to a pressure reducing valve; said pressure reducing valve being pressure actuated; moveable to open position by pressure attendant upon combustion within said combustion chamber; for controlling said high pressure discharge port; said pressure reducing valve discharge; connected to a'high pressure discharge line; a means of injecting and atomizing a charge of fuel into said combustion air charge within said combustion chamher in timed sequence with said valves and ignition, a connection of said fuel injection means to a source of fuel under pressure; an ignition means'in said combustion chamber to fire said combustible charge in timed sequence with said valves and fuel injection; a means of automatically injecting and atomizing a measured quanity of Water into the hot gases of combustion inside the combustion chamber at a predetermined point in the combustion cycle; in timed sequence with the fuel injection, valve'actuation and ignition; a thermostatic element located Within said combustion chamber; having communication with and controlling said water injection means; whereby the quanity of water injected each cycle is varied in response to the temperature within said combustion chamber; so as to maintain a predetermined temperature within said combustion chamber. a

5 A combustion products pressure generator; having an intermittent explosion cycle; consisting of a constant volume combustion chamber which is a pressure vessel; having an insulating lining inside the outer shell of said combustion chamber; a heat resistant metal lining inside said insulating lining of said combustion chamber; a charge port connected to a source of air under pressure to supply combustion air to said combustion chamber, a low pressure discharge port connected to a low pressure discharge line, a means to actuate valves controlling said charge and low pressure discharge ports in timed sequence with fuel injection and ignition; a high pressure discharge port connected to a pressure reducing valve; said pressure reducing valve being pressure actuated; respectively moveable to open position by pressure attendant upon combustion within said combustion chamber, for controlling said high pressure discharge port; said pressure reducing valve discharge; connected to a high pressure discharge line, a means of injecting and atomizing a charge of fuel into said combustion air charge within said combustion chamber in timed sequence with said valves and ignition, a connection of said fuel injection means to a source of fuel under pressure; an ignition means in said combustion chamber to fire said combustible charge in timed sequence with said valves and fuel injection; a means of injecting a light fuel for the starting cycles, a thermostatic element located within said combustion chamber; in communication with an actuating means of automatically switching from the light fuel to a heavy fuel when the temperature within said combustion chamber has reached a predetermined point.

6. In combination, a two stage combustion products pressure generator; having an intermittent explosion cycle; consisting of a constant volume combustion chamber which is a pressure vessel; having an insulating lining inside the outer shell of said combustion chamber; a heat resistant metal lining inside 'said insulating lining of said combustion chamber; a charge port connected to a source of air under pressure to supply combustion air to said combustion chamber, a low pressure discharge port connected to a low pressure discharge line; a means to actuate valves controlling said charge and low pressure discharge ports in timed sequence with fuel injection and ignition; a high pressure discharge port connected to a pressure reducing valve; said pressure reducing valve being pressure actuated; moveable to open position by pressure at tendant upon combustion Within said combustion chamber; for controlling said high pressure discharge port; said pressure reducing valve discharge connected to a high pressure discharge line; a means of injecting and atomizing a charge of fuel into said combustion air charge Within said combustion chamber in timed sequence with valves and ignition; a connection of said fuel injection means to a source of fuel under pressure; an ignition means in said combustion chamber to fire said combustible charge in timed sequence with said valves and fuel injection; 2.

thermostatic element located within said combustion chamber and having communication with and controlling said fuel injection means; whereby the quantity of fuel injected each cycle is varied in response to the temperature within said combustion chamber so as to maintain a predetermined temperature within said combustion chamber.

7. In combination; a combustion products pressure generator power unit, adopted to produce a heat conveying pressure fluid medium, in two pressure ranges simultaneously; one high pressure range, one low pressure range, comprising one or more combustion products pressure generators, hereinafter called pressure generators, having an intermittent explosion cycle, consisting of a constant volume combustion chamber which is a pressure vessel, having a charge port connected to a source of air under pressure to supply combustion air to said combustion chamber; a low pressure discharge port connected to a low pressure discharge line, a mechanical means to actuate poppet types valves controlling said charge and low pressure discharge ports in timed sequence with fuel injection and ignition; a high pressure discharge port connected to a pressure reducing valve; pressure actuated respectively moveable to open position by pressure attendant upon combustion Within said combustion chamber; for controlling said high pressure discharge port; said pressure reducing valve discharge connected to a high pressure discharge line; a means of injecting and atomizing a charge of fuel into said combustion air charge within said combustion chamber in timed sequence with said valves and ignition; a connection of said fuel injection means to a source of fuel supply under pressure; an ignition means in said combustion chamber to fire said combustible charge in timed sequence With said valves and fuel injection; an air compressor to supply combustion air to said pressure generators, a prime mover driven by part of the pressure fluid medium produced by said pressure generators to drive said air compressor, leaving the remainder of the pressure fluid medium produced for other useful work, a means to start, stop and control the power output of said power unit automatically, so as to deliver the pressure fluid medium at the pressure and in the volume required.

References Cited in the file of this patent UNITED STATES PATENTS 348,998 Place Sept. 14, 1886 862,483 Jewell Aug. 6, 1907 864,821 Zoelly Sept. 3, 1907 880,744 Lake Mar. 3, 1908 1,172,324 Tuttle Feb. 22, 1916 1,198,013 Dempsey Sept. 12, 1916 1,322,523 Black Nov. 25, 1919 1,543,638 Burger June 23, 1925 1,756,423 Dalcher Apr. 29, 1930 1,849,347 Dale Mar. 15, 1932 1,938,686 Brooke Dec. 12, 1933 2,151,759 Hardensett Mar. 28, 1939 2,259,010 Taylor -a Oct. 14, 1941 2,469,678 Wyman May 10, 1949 2,522,456 Mallory Sept. 12, 1950 2,611,240 Patterson Sept. 23, 1952 2,623,355 Boulet Dec. 30, 1952 2,659,198 Cook Nov. 17, 1953 2,829,493 Hobson Apr. 8, 1958 

1. A MULTIPLE STAGE GAS TURBINE, CONSISTING OF A CASING, A DRIVE SHAFT IN SAID CASING; SUITABLY SUPPORTED IN BEARINGS TO ROTATE THEREIN; TWO OR MORE TURBINE ROTORS MOUNTED ON SAID SHAFT; A PLURALITY OF COMBUSTION PRODUCTS PRESSURE GENERATORS POSITIONED ANNULARLY ADJACENT SAID TURBINE CASING; SAID COMBUSTION PRODUCTS PRESSURE GENERATORS HEREINAFTER CALLED PRESSURE GENERATORS; SAID PRESSURE GENERATORS HAVING AN INTERMITTENT EXPLOSION CYCLE; CONSISTING OF A CONSTANT VOLUME COMBUSTION CHAMBER; WHICH IS A PRESSURE VESSEL; EACH PRESSURE GENERATOR HAVING A CHARGE PORT CONNECTED TO A SOURCE OF AIR SUPPLY UNDER PRESSURE; TO SUPPLY COMBUSTION AIR TO EACH OF SAID PRESSURE GENERATORS; EACH PRESSURE GENERATOR HAVING A LOW PRESSURE DISCHARGE PORT AND A HIGH PRESSURE DISCHARGE PORT FACING SAID GAS TURBINE; AN IGNITION MEANS AND A MEANS OF INJECTING AND ATOMIZING A CHARGE OF FUEL INTO EACH OF SAID PRESSURE GENERATORS; SAID FUEL INJECTORS CONNECTED TO A SOURCE OF FUEL SUPPLY UNDER PRESSURE; SAID GAS TURBINE HAVING A HIGH PRESSURE TURBINE ROTOR NOZZLE PORT POSITIONED ADJACENT TO AND IN LINE WITH EACH HIGH PRESSURE DISCHARGE PORT IN EACH PRESSURE GENERATOR; SUITABLE CONDUITS CONNECTING EACH PRESSURE GENERATOR HIGH PRESSURE DISCHARGE PORT TO EACH HIGH PRESSURE TURBINE ROTOR NOZZLE; SAID GAS TURBINE HAVING A LOW PRESSURE TURBINE ROTOR NOZZLE PORT POSITIONED ADJACENT TO AND FACING IN LINE WITH EACH LOW PRESSURE DISCHARGE PORT IN SAID PRESSURE GENERATORS; SUITABLE CONDUITS CONNECTING EACH PRESSURE GENERATOR LOW PRESSURE DISCHARGE PORT TO EACH LOW PRESSURE TURBINE ROTOR NOZZLE; FOR THE DELIVERY OF THE HOT GASES OF COMBUSTION TO SAID TURBINE ROTORS; EACH PRESSURE GENERATOR HAS A MECHANICALLY ACTUATED LOW PRESSURE DISCHARGE VALVE FOR CONTROLLING LOW PRESSURE GASES OF COMBUSTION AND SCAVENGING AIR THROUGH SAID LOW PRESSURE CONDUITS TO SAID LOW PRESSURE TURBINE ROTORS; EACH PRESSURE GENERATOR HAS A MECHANICALLY ACTUATED VALVE CONTROLLING EACH CHARGE PORT TO SUPPLY COMBUSTION AIR TO SAID COMBUSTION CHAMBER IN EACH PRESSURE GENERATOR; THE HIGH PRESSURE DISCHARGE VALVE IN EACH PRESSURE GENERATOR CONTROLLING EACH HIGH PRESSURE DISCHARGE PORT ARE PRESSURE REDUCING VALVES; PRESSURE ACTUATED MOVEABLE TO OPEN POSITION BY PRESSURE ATTENDANT UPON COMBUSTION IN SAID COMBUSTION CHAMBER; A MECHANICALLY ACTUATED FUEL SUPPLY INJECTION VALVE IN EACH OF SAID FUEL SUPPLY CONNECTIONS, IGNITION PLUGS IN EACH OF SAID COMBUSTION CHAMBERS; SAID FUEL INJECTION VALVES ACTUATED IN TIMED SEQUENCE WITH SAID COMBUSTION AIR SUPPLY VALVES, SAID LOW PRESSURE DISCHARGE VALVE AND IGNITION MEANS SO AS TO DELIVER TO SAID GAS TURBINE A SUBSTANTIALLY STEADY STREAM OF HOT COMBUSTION GASES IN THE VOLUME REQUIRED; ACTUATION OF SAID COMBUSTION AIR SUPPLY VALVES, LOW PRESSURE DISCHARGE VALVES FUEL INJECTOR VALVES FUEL SUPPLY INJECTOR VALVES, IGNITION AND TIMING MEANS; TO BE DRIVEN AT A SPEED IN VARIABLE RATIO TO SAID ROTOR SHAFT; SAID VARIABLE SPEED CHANGING MEANS TO BE CONTROLLED BY AUTOMATIC MEANS, THEREBY GOVERNING THE SPEED OF SAID GAS TURBINE ACCURATELY; MEANS TO START, STOP AND CONTROL SAID GAS TURBINE. 